Edward Argar MP: speeches 2026

Speeches

• 20 Jan 2026 · Railways Bill (Second sitting) · Hansard source

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  Q Gentlemen, do you have anything to add? Steve Montgomery: I do not think we have much more to add, other than that, given the way the Bill is written at the moment, how can you be comfortable with what is in the Bill when you cannot see what is in the licence conditions that are going to be set out? As it stands, clause 63 at the moment can override everything. We would need to see how, when you word the Bill in a certain way, and then the licence, we can get more comfortable with it when they write it up in the access conditions. John Thomas: The licence is a bit of a worry for me, because of all the indications, as we have been discussing, of ORR’s weakened powers. For example, it will not be able to enforce business performance in future. It will be able to advise the Secretary of State, who can then decide whether to take enforcement action or whatever action she deems necessary. That is a far cry from the current licence, which is a much stronger Network Rail network licence. We have not seen it yet, so we cannot really comment, but all the indications are that it would be a much weaker licence for GBR than under Network Rail. As Maggie said, there has been good communication with DFT and Network Rail on the access and use policy, for example, but what are the checks and balances on GBR to create something that is fair and non-discriminatory? As one example, the charging framework is really good. It is based on the current framework of cost directly incurred plus a mark-up; it says—this is a point of detail—that if the operator can bear it, it needs to revert back to whether the market can bear it. On the whole, the provisions are good, but there are different ways of calculating charges even based on those principles. My worry is this: what is the incentive on GBR not to increase charges to price people off the network in order to support its own services? As long as there is good engagement and GBR, in the future, and Network Rail and DFT now, listen to us, that is all we can do at this point in time.

• 20 Jan 2026 · Railways Bill (First sitting) · Hansard source

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  Q I want to pick a little further at the accessibility point, particularly on step-free access. By way of example, last week I got a letter from the Minister—neither of the two excellent Ministers in the Committee—saying that Sileby station in my constituency, which can be reached only by very steep steps, along with 40% of other stations in the current programme, was being cut from works to improve accessibility on the grounds of funding pressures. The reality is that there will always be tensions between what is desired and what is affordable—that is in the nature of government. Building on what you have already said, how can those tensions be resolved to meet the duties envisaged in the Bill and the aspirations that all parties in this place have for improved accessibility, while recognising that there will always be a funding tension in anything the Government do? I was a Health Minister and wrestled with such issues when deciding what to put in primary legislation, in secondary legislation and in statutory guidance. I would argue they have greater weight than, for example, a business plan, which is vaguer, less enforceable and less tangible than each of those other layers. You have to strike a balance of proportionality. Where do you think the specific obligations on accessibility would best sit in that hierarchy, from primary legislation in the Bill, which is right up at the top and cast in stone, to a business plan, which is much less enforceable, vaguer and can be changed? Alex Robertson: That is a good question. You have set out the challenge and the dilemma that is true for this aspect of public services, as it is for many others. I will try to answer it in this way: wherever you put it, it must allow for the consideration of the ambition to significantly—it must be significantly—improve the service that disabled passengers receive, with decisions about funding. If you separate those two, you will get into a position where you have set a target, but it is not realistic and has no plan behind it. You have to do that and, as I have said before, do it in a way that involves disabled passengers in the decision making. Whatever the scale of the ambition, it is perfectly possible to spend good public money inefficiently and ineffectively, and not on doing what is in the best interests of disabled passengers. It is about doing it right, as well as the amount you do. Emma Vogelmann: From Transport for All’s perspective, as has been picked up by many others, unless accessibility is enforceable, it is treated as an optional and a nice to have: “We will get to it when we get to it, or when there is a surplus of money,” which of course there rarely is. We have seen initiatives to make changes in the name of affordability; I am thinking particularly about the proposals to close ticket offices at stations in England a couple of years ago. That was very much an economic argument about staff not being confined to the ticket office, but in practice, for disabled people that meant that the network would become increasingly unusable and a completely unviable mode of transport for some. I agree with what was said about needing a balance between ambition and the reality of how far those ambitions can go, but we need to be ambitious. We need to make sure that we are not accepting a slower rate of change because it is more economically secure. Ben Plowden: Going back to a point I made before, I think the Bill should set the strategic intent that accessibility should increase over time, not just that it should be taken into consideration by GBR and the Secretary of State. The Bill should also set out how that increase is delivered. To Alex’s point, that could be done in a number of different ways, such as through service provision, infrastructure investment and so on, that would then be set out in the subordinate documents such as guidance, the licence and the business plan. The intent in the Bill would clearly be that, over time—in a way and at a rate to be determined by those other processes—accessibility would increase, not just be taken into consideration, Michael Roberts: You have exposed exactly the difficulties in trying to navigate through all these challenges and priorities. At the risk of motherhood and apple pie, I think co-creation with the disabled community is extremely important in trying to find a way of managing these different priorities that carries the confidence that that is being done with the full consideration of the needs of the disabled travelling public. I also think legislators ought to think, “What are the mistakes that we want to try to avoid next time around?” and then think about what levers can address those mistakes. It is extraordinary that the industry is spending over £1.5 billion building a new station at Old Oak Common, and there is no level boarding for the Elizabeth line, which is the busiest railway in the UK. I am not sure that legislation is going to fix that—that is as much about the quality of decision making within the industry—but thinking about what good looks like and then working back and thinking, “Right. What are the ways in which we can best promote that?” seems like a good way of trying to think around the problem.

• 20 Jan 2026 · Railways Bill (First sitting) · Hansard source

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  Q I have a couple of quick questions, following on from some of the comments that you have just made. Do you think that a 30-year strategy, or whatever, is a realistic proposition, given that the Government can change every five years—it may be more than that, but there is the potential for that—and a new Secretary of State may want to draft their own strategy, which may be completely different from the previous Government’s? That is a factor of politics. By adopting the approach taken here, do you think we bring that political risk even more starkly into this space than it is currently? Richard Brown: Unless you have a long-term strategy, you will always be condemned to short-term decision making. If you are running a business, you might have a 10, 15, 20 or even 30-year strategy, and you will need to change and adapt that according to circumstances at the time. What I think is very important—Mr Williams has highlighted it—is that the railway assets are long-life. The trains have 30, 35 or 40-year lives, and the signalling and track last even longer. If you do not have that long-term strategy for investment and the sorts of things that you are planning to buy, taking account of new technologies, you are condemned to short-term decision making, which, to an unfortunate extent, is too often where we have been.

• 20 Jan 2026 · Railways Bill (First sitting) · Hansard source

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  Q Thank you. Mr Brown, I think it was you who mentioned the integrated business units and accountability, and you also mentioned communities and passengers. How will the Bill provide direct accountability to individual communities? How will it ensure that those integrated business units are directly and meaningfully accountable to individual passengers or an area, and that the director or MD of a particular integrated business unit is directly accountable to them rather than upwards to the chief executive of GBR? Richard Brown: In terms of governance, they have to be accountable to the chief executive of GBR, who has to be accountable to the Secretary of State. You could say that one of the complexities of the Bill is that there are a number of accountabilities. If you are running a regional or local railway, such as Southeastern trains in Kent, particularly given GBR’s responsibility to consult with and take account of local transport plans, you cannot avoid developing a relationship with the towns, communities and mayoral authorities on your route, as well as the passenger groups. If you do not, GBR will move you on to another job, or even get rid of you. I have run business units like that within British Rail and in privatisation, and I think the local focus is a really important feature. That is why I am really encouraged by what is happening: as each franchise comes to its end, where it can be merged with the local route management of Network Rail, it is being done very quickly. That can happen across the piece when GBR is fully up and running.

• 14 Jan 2026 · UK-France Relations · Hansard source

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  It is right that we recognise, despite the ups and downs in the relationship between our two countries, that the interaction of their histories and cultures has made them what they are today. However, relationships take work, so will the hon. Gentleman—I do not think he will have to declare an interest as a former distinguished diplomat in Paris—join me in paying tribute, as I hope the Minister will, to the fantastic diplomatic team that we have in our Paris embassy, and that the French Government have in their embassy here in London, both of which build and strengthen the relationship between our two countries, often behind the scenes?

• 14 Jan 2026 · Horse and Rider Road Safety · Hansard source

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  I congratulate both the hon. Member for Newbury (Mr Dillon) and the British Horse Society for their work on this hugely important issue. The demand to speak in the debate shows the importance of this issue to so many hon. Members and communities. It is especially important in rural constituencies such as mine, which has a very large number of riders and horses, and is home to the Defence Animal Training Regiment at Asfordby. It is rare to be out and about in the constituency and not see people out riding in the Vale of Belvoir or other places; it is an activity that appeals to people of all ages and backgrounds. BHS stats suggest that there were only 21 incidents in the Melton area out of 234 in Leicestershire between March 2021 and the end of 2024. That is possibly because it is a very rural constituency, and many drivers are horse-aware and seek to pass sensibly—slowly and at the appropriate distance. I am grateful to the hon. Member for Newbury for rightly highlighting the work of Leicestershire police and Leicestershire fire and rescue service, but of course every incident is one too many, and we do not know how many incidents go unreported. There is a strong bond with horses in rural communities, as there is a strong bond between horse and rider. I have been in the Minister’s place, on the receiving end of campaigns by campaign groups, and I have to say that some are challenging to agree to, but the BHS is very measured and pragmatic. What consideration are the Government giving to clarifying highway code rule 215 on treating horse and rider as a single unit, rather than as a person and property? What more can be done to improve communications and awareness? I suspect that many incidents arise from ignorance, not intent. Will she take the opportunity offered by the road safety strategy to improve safety for riders and horses, and indeed improve access to safe routes?